Controlling mechanism fob atjxiliary-alb



D. J. PLEDGER. CONTROLLING MECHANISM FOR AUXILIARY AIR AND THROTTLE VALVES.

APPLlCATlON FILED AFR'.16;19I.9.

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D. J. PLEDGER. cou'moume MECHANISM FOR AUXILIARY AIR AND THROTTLE VALVES.

APPLKCATION FILED APR-16. I919.'

Patented Mar. 2, 1920.

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DENNIS J. PLEDGEE, OF NEW ORLEANS, LOUISIANA.

CONTROLLING MECHANISM FOR .iFiUXILIARY-AIR AND THROTTLE VALVES.

Specification of Letters Patent.

Patented Mar. 2, 1920.

Application filed April 18, 1919. Serial No. 290,498.

To all whom it may concern:

Be it known that I, DENNIS J. PLnnsER, a citizen of the United States, residing at New Orleans, in the parish of Orleans and State of Louisiana, have invented certain new and useful Improvements in Controlling Mechanism for Auxiliary-Air and Throttle Valves, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to internal combustion engines as used on automobiles and other power operated vehicles, and particularly to means for controlling the passage of auxiliary air and fuel engine.

In order to secure the best results both as regards economy and effectiveness from an internal combustion engine, it is necessary to mix a certain amount of auxiliary air with the fuel, and it is particularly necessary that this auxiliary air should be heated before it intermixes with the fuel and that it should be projected at a relatively high speed into the incoming column of fuel.

here devices of this character are used, it is vitally necessary that the amount of auxiliary air admitted shall be in proportion to the amount of foul admitted from the can bureter and it is, therefore, necessary that the valve for admitting the heated, auxiliary air hall be operated under normal circumstances so that the amount of opening of the auxiliary air valve shall have a certain ratio to the amount of opening of the throttle valve of the engine and that the time of opening the throttle valve and the auxiliary air valve shall be coordinated.

It is further necessary that the mechanism whereby this coordination between the movement of the auxiliary air valve and the throttle valve is attained should be such as to render the mechanism practically foolproof. This is one of the objects attained by my mechanism, and a further object is to provide means whereby the mechanism for opening the auxiliary air valve and throttle valve ma be delicately adjusted so as to secure the utmost saving of fuel and the most effective operation for the engine.

And still another object is to so construct this mechanism that it may be applied to widely dill'erent makes of motor cars by simple adjustments of the operating parts.

Still another object is to provide a construction of this character which, by means of a foot lever, will open or close the aux iliary air valve and the throttle without affecting the ordinary and usual adjustment of the throttle valve from the adjusting mechanism mounted on the steering post of the machine.

Other objects will appear in the course of the following description.

My invention is illustrated in the accompanying drawings, wherein:

Figure l is a side elevation of an automobile engine, the dash board being in section, the engine being provided with my control mechanism;

Fig. 2 is a perspective View of the valve controlling mechanism;

Fig. 3 is an elevation, partly broken away, of the throttle shifting rod;

Fig. 4 is a perspective view of the pin mounting for the air valve arm; and

Fig. 5 is a diagram illustrating the proportionate movements of the throttle and air valve.

In Fig. 1 I have shown an ordinary internal combustion automoble engine, designated A, and having the usual intake manifold B, the carbureter C, and the exhaust manifold D. Passage through the intake manifold from the carbureter to the engine is governed by means of the usual throttle valve, not illustrated, whose stem 0 extends out through a gland in the intake pipe. This throttle valve stem usually has anarm mounted upon it, from which connections run to a valve adjusting means on the steering post of the machine and often to an accelerator pedal or throttle controllinopedal mounted on the floor of the machine. I have illustrated in Fig. 1 an auxiliary air heater E mounted upon the exhaust manifold and receiving heat therefrom, this auxiliary air heater being of any suitable form and receiving fresh air, heating it and conducting this fresh air into the intake manifold, and I have illustrated a valve 10 controlling the passage of this heated, fresh auxiliary air to the intake manifold of the engine. This valve may be of any suitable construction, but preferably I use the form of valve illustrated in my pending application, Serial No. 275,090, filed on the 5th day of February, 1919. The particular form of auxiliary air controlling valve, however, forms no part of my present invention. The valve, however, is provided with an arm 11 whereby the valve is shifted from its fully closed to its fully opened position.

For the purpose of operating this valve and also operating the throttle valve, I mount upon the dash board F of the ma chine a pedal 12, pivoted at 13, and having a downwardly extending arm 14, this arm being pivotally connected to an operating rod 15. This rod is preferably connected to the arm 14 by a universal joint so as to permit free movement of the rod and permit adjustment, and to this end the rear end of the rod 15 is cleft, as at 16, and has a horizontally extending pin 17 passing through the cleft portion and through a lug 18 and bifurcated eye 19 which embraces the arm 14 and is pivoted thereto by a transverse bolt. At its opposite end, the rod 15 is screw-threaded for engagement with the interiorly screw-threaded shank 20 of a slotted head 21. A pin which is adjustably mounted upon the arm 11 extends into this slot.

For the purpose of adjustably mounting the pin, I provide the arm 11 with a slidable collar 22 which is split and formed to embrace the arm and which may be clamped in any adjusted position upon the arm by the bolt or screw 23. ThlS collar carries upon it a pin 24 which passes through the slot 25 in the head 21 and which may be held in place by a cotter pin 26. Preferabl the arm 11 is also formed with a split sleeve 27 at that end which is connected to the stem of the valve 10 which may be clamped upon the valve stem 9 by means of a screw 28. By this means, the arm 11 may be angularly adjusted with relation to the stem 9 so that the arm 11 may extend in any desired radial direction from the stem for a purpose which will be more fully stated later.

Also pivotally connected to the arm 14 of the pedal 12 is a rod 29, which rod may be pivotally connected to the arm 14 by means of the universal joint used in connection with the arm 15, and this rod extends approximately parallel to the rod 15 and has at its end a return portion 30, whose outer edge face 31 is disposed in sli ht angular relation to the length of the rod 29. this portion extending rearward of the rod 29 and then extending abruptly outward, as at 32. and then longitudinally, as at 83, parallel to the rod 29. Attached to the coupling flanges 34 of the intake pipe by means of a bolt 35 is a guide bracket 36, through which the bolt passes loosely to permit adjustment. The guide bracket then extends approximately parallel to the intake pipe and then is formed with an upwardly and laterally extending head 37 which is transversely slotted. as at 38. and formed with a lon itudinallv extending guide lug 39. The rod 29 and the return portion 33 of the rod o erate in this guide slot 38. the outer face of the rod bearing against the lug 39.

other.

Mounted upon the spindle or stem 0 of the throttle valve is a radially disposed arm 40 which is adjustably held upon the stem 0 by means of the set screw 41, and this arm 40 at its extremity is formed with a tubular head 42 adapted to ride along the inside face 31 of the return portion 30, and the abruptly angled portion 32 will engage this rounded head 42 tolwedge or shift the arm 40 laterally and cause the throttle valve to shift to its fully opened position.

For the purpose of operating this throttle valve from the operating mechanism on the steering post of the machine as is ordinarily done, I provide a connecting rod which is designated generally 43. This rod is made in telescopic sections, but the opposite ends of the rod are angularly bent, as at 44, for insertion in the tubular head 42 and in the operating lever on the steering post respectively.

As illustrated in Fig. 3, this rod, which is designated generally 43, is formed of the two sections 45 and 46, the section 46 having attached thereto in any suitable manner the tubular extension 47 which is longitudinally slotted, as at 48, for a portion of its length. The section 45 is angularly bent and then extends into the open end of the tubu lar extension 47 and slides therein, and is provided with a pin 49 passing through the slot 48. Thus, the sections may have limited longitudinal movement relative to each other. A spring 50 bears at one end against the tubular section 47 and at the other end bears against the angular bend in the section 45. and this spring resists any movement of the section 45 into the tubular ex tension 47. While the pin 49 prevents any withdrawal of the sections relative to each Now, it will be obvious that if the operating member on the steering post be shifted. the rod 43 will be shifted accordingly. the spring 50 holding the sections 45 and 46 of the rod from relative longitudinal movement and thus the throttle valve will be shifted through the arm 40 and then held in its shifted position. The shifting of the throttle valve, however, will not in anv way affect the auxiliary air valve nor will it affect the rod 29. i

In the operation of this device. when it is desired to open the throttle and open the auxiliary air valve. the foot pedal 12 is depressed. Th s shifts both of these rods 15 and 29 to the right in Fig. 1 and at practically an equal rate of speed. The very first movement of the rod 29 causes the throttle valve to begin to open as the inclined face 31 rides against the head 42 and turns the arm 40. Thus. the throttle valve will begin to open slowly before the auxiliary air val e commences to open. for the reason that the rod 15 will move the length of the slot 25 before the inner-end wall of the slot strikes the pin 24 and the arm 11 commences to move. This slot and the adjustment of the head 20 upon the rod 15 and the adjustment of the collar 22 upon the arm 11, allows the rods 15 and 29 to move any predetermined distance before there is any opening of the air valve, but when the air valve begins to open, it does so at a much greater speed than does the throttle valve, because with the air valve tl'iere is a direct movement in one direction of the arm 11, while the throttle valve has to shift at right angles to the di rection of movement of the rod 29 and only shifts an amount equal to the angle of inclination of the face 31.

It will be noted that when the rod 29 is fully withdrawn, the end of the rod 29 bears against the extremity of the throttle lever so that the movement of the rod 29 will give a quick opening movement to the throttle, but that immediately after this quick opening movement has been secured, and which opening may be of any extent desired, the throttle valve will open very little and gradually as the rod 29 is urged forward. Meanwhile, however, the air valve is opening rapidly because of the direct action of the crank arm 11 of the rod 15. Now this slow opening of the throttle valve progresses at the same rate of speed until such time as the air valve is nearly wide open. At this time, the inclined shoulder or hump 32 comes in contact with the extremity 42 of the throttle arm l and this gives quick and decided opening impulse to the throttle. This steeply inclined portion 32 is provided so that in emergencies a quick acceleration may be obtained without regard to saving fuel. Of course, a saving of the fuel will be obtained. at all times, but more perfectly while the car is being driven at the average speed as. for instance. up to a maximum speed of twenty-five miles per hour more or less, deg'iending upon the size of the car and its horse power.

It is to be noted, and it is an important part of my invention, that a greater or lesser original impulse may be given the throttle valve as may be desired, depending upon the adjustment of. the bracket 36. \Vhile this bracket is fastened to the flanges 31- so that it cannot be longitudinally adjusted, yet it may be rotated upon or bodily shifted on the bolt 35 before being clamped by the bolt 35, thus it may be set in any distance within certain limits from the throttle stem 0. If this bracket be set relatively close to the post 0, it will correspondingly shift the rod 29 nearer to the post 0 and thus cause, due to the sharply inclined cam surface 29, a greater original impulse or opening of the throttle upon the projection of the rod, while if the bracket is shifted a relatively greater distance away from the stem c, it would cause a less initial impulse or, indeed. there may be no initial action at all as the point of contact between the inclined face 31 and the end of the throttle might be half way up the inclined face 31 so that the rod 29 would have to be shifted a distance equal. to half the length of the inclined face 31 before it would pick up the extremity of the throttle arm 40, or this inclined face 31 might not touch the head at all until the sharply inclined face came in contact with the end of the arm 410 and, indeed, the bracket might be adjusted so that the rod 29 with its portions 31, 32, and would not come into contact with the throttle arm so at all. Thus, it will be seen that l have provided for a very delicate adjustment to control the point at which the initial action will be had on the throttle. The auxiliary air valve arm 11 is urged to its closed po sition by a suitable spring within the casing of the air valve so that this air valve will remain closed unless there is a pressure on the foot pedal 12. The slot 25 may be of any desired length, and it is only necessary that this slot should be closed at its inner end before the length of this slot has to be enough to permit the throttle valve to open first, and as the head 21 has screw-threaded engagement with the rod 15, it is obvious that this head may be adjusted so as to reduce or extend the effective length of the rod 15 and thus to cause the opening of the air valve exactly when wanted.

Another important adjustment is that of the clip or clamp collar 22 on the arm 11. It will be seen that the arm 11 is adjustable through 360 on the stem of the auxiliary air valve so that the valve may be opened or closed by a direct touch or pull from any direction. The clip or clamp collar 22 is adjustable along; the entire extent of the arm 11. This is important because the foot pedals with which automobiles may be already equipped diifer in length of throw and thus the travel of the rods and 29 will de- 7 pend upon this throw. By mounting the pin 24 adjustably upon the arm 11. the air valve may be connected up with a foot pedal of any throw and yet function properly. Thus, for instance, if this attachment is to he placed on a motor car having a pedal whose movement is one inch and the air valve user, opens fully upon a movement of one-third of a complete circle, then if the arm 11 was three inches long, it will be seen that the air valve would not function because the motion of the pedal would be insufficient but it may be made to function by shifting the collar along the arm 11 to a position within one inch of the stem of theair valve. Then the air valve would open to its maximum on a one-inch throw.

Of course. it will be noted that the move ment of the throttle valve caused by the projection or retraction of the rod 29, will not act to shift the hand control lever mounted on the steering post. The shifting of the rod 43 through the rotation of the arm 40 will only act to compress the spring 50, and as soon as the rod 29 has been withdrawn to its original position. the spring 50 will act to return the rod 43 to its original length and return the arm 40 to its original position.

It will be seen that with the construction heretofore described, that upon a depression of the pedal both the rods 15 and 29 will be shifted simultaneously, but that the throttle valve will first begin to open, and continue its opening movement, a predetermined amount while the air valve remains closed until the end of the slot reaches the pin 24. Then the air valve opens and continues to open, but at a slightly greater speed than the throttle valve so that when the air valve has reached its fully opened position, the throttle valve is not fully opened. The final movement of the throttle valve to its fully opened position is secured by the lateral hump 32. This final opening of the throttle valve by means of the hump 32 is not designed to be employed except in case of extreme acceleration. The movements of the two valves are illustrated diagrammatically in Fig. 5, wherein two lines are used to indicate the proportionate movements of the throttle valve and air valve.

The instant at which the air valve will commence to open may be regulated by controlling the effective length of the rod 15.

that is by shifting the head 20 on this rod. which will cause the air valve to open earlier or later with relation to the opening movement of the throttle valve. It mav be that the throttle valve is already partially opened and thus there will be no further opening of the air valve until the time when the end of the slot 25 has reached the pin 24. In this case, the operation of the device will cause the gradual opening movement of the throttle valve and the simultaneous rapid opening movement of the air valve. The degree of opening movement of the throttle valve is dependent upon the adjustment of the bracket 36, as previously described, and when in this specification I refer to the throttle valve being fully opened or the air valve being fully opened. I mean that these valves are opened to the full extent possible with any particular adjustment of the parts.

It is to be noted that the arm 40 is not limited in its full movement merely by the degree of inclination of the face 31 and the hump 32 because the rod 29 might be fully retracted so that the arm 40 would lie across the end of the rod 29. In this case. the movement of the rod 29 would shift the throttle valve to a partially opened position and then when the rod 42 had moved to a position where it would bear against the inclined face 31, the throttle valve would continue its opening movement but very gradually until it reached the hump 32.

One of the main purposes of providing the steeply inclined face 32 or hump as have termed it, is to provide in emergencies for a quick acceleration of the engine without regard to saving the fuel.

As before remarked, by making the pin 24 adjustable upon the arm 11 and making this arm adjustable upon the spindle of the air valve and making the arm 40 adjustable upon the spindle of the throttle valve, and providing for an adjustment of the bracket 36, the device may be readily applied to all makes of motor cars by simply detaching the usual connection between the accelerator pedal and the throttle, disposing an air valve in the intake of the engine, and applying my mechanism to these parts with suitable adjustment.

The reason for coordinating the movements of the air valve are as follows: If the auxiliary air valve opened before the throttle or opened at the same time with the initial opening movement of the throttle, serious complications would arise for the reason that when the gasolene engine is throttled down, the throttle valve is so nearly closed that there is almost a complete vacuum in the combustion chamber. Now if the air valve opened before or at the same time as the throttle, the suction against the throttle would be materially reduced, so much so in fact that the engine would not run with this small throttle opening, and the reduced suction caused by the smallness of the opening due to the fact that the opening of the air valve would prevent sufiicient fuel being drawn in as to promote combustion. It is for this reason that the opening of the throttle valve and of the auxiliary valve should be correlated and the two valves should be so connected to each other that the air valve cannot be opened before the throttle valve or even initially opened even to a small extent at the time that the throttle valve is initially opened.

While I have illustrated an embodiment of my device which I have found to be thoroughly effective in practice and which is very simple and may be cheaply made, yet it will be obvious that the principle of the construction might be embodied in other forms without departing from the spirit of the invention, and that I do not wish to be limited, therefore, to the exact construction illustrated in these drawings.

I claim 1. The combination with a valve controlling the entrance of auxiliary air to a manifold and a fuel throttle valve, of means for partiallv opening the throttle valve and gradually continuing the opening movement before the air valve opens, then partially opening the air valve and continuing the opening movement of the air valve at a faster rate than the opening of the throttle valve, and single operating means for both of said valves.

2. The combination with an auxiliary air Valve and a throttle valve, of a single operating means operatively connected to the air valve and throttle valve and when shifted in one direction causing the throttle valve to initially open to a predetermined amount before the air valve opens, then causing the air valve to open and to continue its opening movement at a greater speed than the throttle valve, whereby said air valve will reach its fully opened position slightly before the throttle valve has reached its fully opened position.

3. The combination with an auxiliary air valve and a throttle valve, means for con trolling said valves comprising two operating members, and single means for simultaneously shifting said members, and connections between said operating members and the air valve and throttle valve respectively whereby the throttle valve shall first begin to open and continue to have a gradual opening movement, whereby the air valve shall successively begin to open after a partial opening of the throttle valve and open more rapidly than the throttle valve, and whereby the throttle valve shall be shifted quickly to a fully opened position after the air valve has reached its fully opened position.

4. The combination with an auxiliary air valve and a throttle valve, of means for controlling said valves including'two operating rods, one of them operatively engaging the air valve and the other the throttle valve, the air valve operating rod having a limited sliding engagemen with the air valve, the throttle valve rod having a wedging engage ment with the throttle valve, and single means for simultaneously shitting said rods whereby the throttle rod will first engage the throttle valve to cause it to open gradually, the air valve rod will successively engage the air valve to cause it to open but at a greater speed than the opening movement of the throttle, the throttle rod alter it has moved a predetermined distance engaging the throttle valve to open it quickly and at a time w hen the air valve has reached its fully opened position.

5. In a construction of the character described. a valve spindle, a valve stem having 6. A construction of the character described including a rotatable valve spindle having an arm, and a manually controlled operating rod therefor, said rod being longitudinally shit'table and having at one end a sl ghtly inclined face engaging against the extremity of the operating arm and rearward of said face with a steeply inclined portion engageable with the extremity of the arn'i to give it a quickly opening movement, and a guide through which said rod passes and by which it is held in operative engagement with the arm.

'7. A construction of the character clescribed including a rotatable valve spindle having an arm, and a manually contrulled operating rod therefor, said rod being longitudinally shiftable and having at one end a slightly inclined face engaging against the extremity of the operating arm and rearward or said face with a steeply inclined portion engageable with the extremity of the arm to give it a quick opening movement, and a guide through which said rod passes and by which it is held in operative engagement with the arm, said guide being adjustable toward or from the operating arm.

8. The combination with a throttle valve having a rotatable stem and an arm carried by said stem, of a manually controlled operating rod having a slightly inclined face bearing against the extremity of the arm, manually operable means for shifting said rod longitudinally to thereby rotate the operating arm toward an open position to the valve, and a laterally adjustable guide through which the operating rod is disposed and by which it may be adjusted to bear to a lesser or greater extent against the operatmg arm.

9. The combination with a throttle valve having a rotatable stem and an arm carried by said stem, or" a manually controlled operating rod having a slightly inclined face bearing against the extremity of the arm, the rod rearward of said slightly inclined portion being formed with a steeply inclined portion, manually operable means for shifting said rod longitudinally to thereby rotate the operating arm toward an open position to the valve, and a laterally adjustable guide through which the operating rod is disposed and by which it may be adjusted to bear to a lesser or greater extent against the operating arm.

10. The combination with the intake pipe of an internal combustion engine, a throttle valve therein having a stem, and an operating arm mounted on the stem, 0; a guide adjustably mounted upon the intake pipe and having a slotted head, the guide being adjustable to carry said slotted head toward or troi'n the valve stem and an operating ('7 rod shdmgly mounted in the guide and having a slightly inclined face adapted to engage against the extremity of the operating arm and rearward of this slightly inclined face being formed with a steeply inclined portion adapted, when enga ed with said arm, to rotate it quickly to fully open the valve, and then extending longitudinally parallel to the body of the rod.

11. The (ombination with the intake plpe of an internal combustion engine, a throttle valve therein having a stem, and an operatingarm mounted on the stem, of a guide adjustably mounted upon the intake pipe and having a slotted head, the guide being adjustable to carry said slotted head toward or from the valve stem, an operating rod slidingly mounted in the guide and having a slightly inclined face a apted to engage against the extremity of the operatlng arm and rearward of this slightly inclined face being formed with a steeply inclined portion adapted, when engaged with said arm, to rotate it quickly to fully open the valve, and then extending longitudinally parallel to the body of the rod, and an operating rod pivotally connected to the extremity of the operating arm and forming means whereby the throttle valve may be shifted, said operating rod being formed in two sections longitudinally shiftable with relation to each other and resiliently held in predetermined relation.

12. The combination with the intake pipe of an internal combustion engine, a throttle valve therein having a stem, and an operating arm mounted on the stem, of a guide adjustably mounted upon the intake pipe and having a slotted head. the guide being adjustable to carry said slotted head toward or from the valve stem, an operating rod slidinglv mounted in the guide and having a slightly inclined face adapted to engage against the extremity of the operating arm and rearward of this slightly inclined face being formed with a steeplv inclined portio'n adapted, when engaged with said arm, to rotate it quickly to fully open the valve, and then extending longitudinally parallel to the body of the rod and an operating rod pivotally connected to the extremity of the operating arm and forming means whereby the throttle valve mav be shifted. said operating rod being formed in two telescopic sections, means for limiting the movement of the sections to lengthen the rod, and resilient means resisting a movement of the sections to shorten the rod.

13. In a mechanism of the character described. the combination with the intake pipe of an internal combustion engine, an auxiliary air control valve therein having a stem and a radially extending operating arm adjustable concentrically to the stem, of

means for operating said valve includin a rod formed in two longitudinal adjusta le sections, one of said sections having a longitudinally slotted head, and a pin extending from the arm and passing through the slot of said head.

14. In a mechanism of the character described, the combination with the intake pipe of an internal combustion engine, an auxilia air control valve therein having a stem an a radially extending operating arm adjustable concentrically to the stem, of means for o erating said valve including a rod formed 1n two longitudinally adjustable sections, one of said sections having a longitudinally slotted head, and a pin extending from the arm and passing through the slot of said head, said pin being adjustable on the operating arm various distances from the stem.

15. In a construction of the character described, the combination with the intake pipe of an internal combustion engine and a throttle valve therein having a stem, a radially disposed arm mounted onthe arm, and an auxiliary air intake valve therein having a stem and a radially disposed arm, of means for cotirdinately operating the thrott e valve and intake valve comprising parallel valve controlling rods, and single means for ongitudinally shifting said rods, one of said rods having a longitudinally extendin slot in its end, and a pin mounted on the an valve operating arm and extending through said slot, the other of said rods having wedgin engagement with the operating arm 0? the throttle valve to cause its rotation as the rod is moved longitudinally.

16. In a construction of the character described, the combination with the air intake pipe of an internal combustion engine, a throttle valve therein and an auxiliary air valve therein, of means for coordinately operating the air valve and throttle valve comprising an arm carried by the stem of the air valve, an arm mounted on the stem of the throttle valve, longitudinally movable rods having a single operating means, one of said rods extending transversely of the operating arm of the air valve and having limited sliding engagement therewith whereby the rod may move longitudinally a predetermined distance before engaging the operating arm to turn the valve, the other rod having an inclined face adapted to exert wedging action on the extremity of the throttle valve operating arm to rotate it as the rod is moved longitudinally and rearward of this inclined face having a steeply inclined face to rotate the operating arm quickly to fully open the throttle valve.

17. In a construction of the character described, the combination with the air intake pipe of an internal combustion engine, a throttle valve therein and an auxiliary air valve therein, of means for cotirdinately operating the air valve and throttle valve comprising an arm carried by the stem of the air valve, an arm mounted on the stem of the throttle valve, longitudinally movable rods having a single operating means, one of said rods extending transversely of the operating arm of the air valve and having limited sliding engagement therewith whereby the rod may move longitudinally a predetermined distance before engaging the operating arm to turn the valve, the other rod having an inclined face adapted to exert wedging action on the extremity of the throttle valve operating arm to rotate it as the rod is moved longitudinally and rearward of this inclined face having a steeply inclined face to rotate the operating arm quickly to fully open the throttle valve, and a guide through which the last named operating rod passes, said guide being adjustable to carry the operating rod toward or from the stem of the throttle valve.

18. la construction of the characterdescribed, the combination with the air intake pipe of an internal combustion engine, a throttle valve therein and an auxiliary air valve therein, of mean for coordinately operating the air valve and throttle valve comprising an arm carried by the stem of the air valve, an arm mounted on the stem of the throttle valve, longitudinally movable rods having a single operating means, one of said. rods extending transversely of the operating arm of the air valve and having limited sliding engagement therewith where by the rod may move longitudinally a predetermined distance before engaging the opcrating arm to turn the valve, the other rod having an inclined face adapted to exert wedging action on the extremity of the throttle valve operating arm to rotate it as the rod is moved longitudinally and rearward of this inclined face having a steeply inclined face to rotate the operating arm quickly to fully open the throttle valve, a guide through which the last named operating rod passes, said guide being adjustable to carry the operating rod toward or from the stem of the throttle valve, and an additional operating rod pivotally connected to the extremity of the throttle valve arm and resiliently yieldable upon a movement of the throttle valve arm under the action of the rotatably movable controlling rod in a direction to open the throttle valve.

19. The combination with the intake pipe of an internal combustion engine, a throttle valve mounted therein and having a rotatable stem and an air valve mounted therein and having a rotatable stem, operating arms mounted on each stem and adjustable angularly around the stem, a pin carried by the operating arm of the air valve and longitudina ly adjustable therealong, a pedal, and a pair of rods connected to the pedal and respectively connected to the operating arms, one of said rods having a longitudinally extending slot through which the pin on the operating arm of the air valve passes, the other of said rods being formed to provide a slightly inclined face adapted, when the rod is moved longitudinally, to bear against the extremity of the operating arm on the throttle valve to shift the arm to open the valve and rearward of said siightly inclined portion with a steeply inclined face to engage the valve arm to shift the valve quickly to its fully opened position, and means for supporting and guiding said last named rod and adjustable laterally to carry the rod toward or from the throttle valve stem to thereby control the degree of opening of the throttle valve under the action of the rod.

20. In a construction of the character described, the combination with the intake manifold of an internal combustion engine and a throttle valve therein having a stem and a radially disposed arm, of an opera ing member having a cam face and shiftable to cause its cam face to bear against the extremity of the operating arm of the valve and shift the valve toward its open position, and means for adjusting said operating member toward or from the valve stem to thereby control the point at which the cam face will engage the extremity of the operating arm when the member having the cam face is operated.

21. In a construction of the character described, the combination with the intake manifold of an internal combustion engine, a rotatable throttle valve therein having an arm, and a rotatable auxiliary air valve therein having an arm, of means for coordinately operating said valves comprising op erating members, and a single manually actuatable means for shifting said members, one of said members coacting with the air valve arm and the other with the throttle valve arm, the throttle valve operating member engaging the throttle valve arm to give a gradual opening movement of the throttle valve as the actuating means is operated, the member engaging the air valve arm being formed to shift said arm a predetermined time after the initial actuation of the throttle valve arm and shift the air valve arm quirkly to a position to fully open the air valve, the throttle valve operating member being formed to then shift the throttle valve to its fully opened position slightly later than the movement of the air valve to its fully opened position.

In testimony whereof I hereunto ailix my signature in the presence of two Witnesses.

DENNIS J. PLEDGER.

Witnesses CONRAD MEYER, Jr., KATE GREEN. 

